Going to have a look at this nex week
Discussion
Mr2Mike said:
Stunning! Very nice indeed.
The boat anchor (aka Pinto) is a bit out of place in such a nice looking car, any plans for an upgrade?
The boat anchor (aka Pinto) is a bit out of place in such a nice looking car, any plans for an upgrade?
Yeah i think there will be an upgrade at some point. I've been thinking alot about an normally aspirated csoworth. But i'am not sure how good they are, or wether there is any kits available for such an engine?
Also would it be very expensive to do the conversion on the engine?
dalla said:
I've been thinking alot about an normally aspirated csoworth. But i'am not sure how good they are, or wether there is any kits available for such an engine?
Also would it be very expensive to do the conversion on the engine?
Also would it be very expensive to do the conversion on the engine?
The cosworth YB engine is based on the pinto block.
So engine mounts and bellhousing pattern are the same.
You should get the matching Getrag T5 gearbox to suit, though, and the propshaft will need shortening.
Not sure if the gearstick location will change - but that's an ally panel and a bit of carpet, maybe the gearbox mount will need to move but am not sure on this.
Definitely need a new exhaust manifold but that's inevitable regardless which replacement engine you pick.
I'm not 100% on clearances to steering column etc though. A careful measure-up before buying I suppose!
An alternative or two:
You might be able to get away with keeping the existing gearbox and prop if you fit a 2.0 Zetec engine. Conversion parts are available from one or two engine tuners - Dunnell spring to mind. Think it's clutch and release bearing, sump, distributor as a minimum. Very strong and well balanced engine as standard, very accurate machining tolerances (some tuners have reported no need to lighten and balance a stock engine, they're that good), you can buy them brand new from Ford for about £850 as I remember.
(The more recent Duratec engine has a different bellhousing pattern so that's not so easy to convert using a front engine / RWD transmission).
The Opel 2.0 16v engine is very strong and tuneable to over 200bhp on throttle bodies for far less than the cost of a good Cosworth N/A. Conversion parts are off the shelf, I think from a specialist GM engine tuner - SBD Tuning I think? Older technology but that's got its advantages of course!
The daddy of inline-4 conversions if you can find one is the Honda S2000 engine and 'box. 240bhp, variable valve timing, 9k rev limit and a 6-speed gearbox without any modifications, tuning, or bolt-ons. Need to wire in the entire front end wiring loom and retain the ECU but that's not impossible by any means. Worth a thought? Worth the end result, I'd say...
Hope that helps!
FNG said:
dalla said:
I've been thinking alot about an normally aspirated csoworth. But i'am not sure how good they are, or wether there is any kits available for such an engine?
Also would it be very expensive to do the conversion on the engine?
Also would it be very expensive to do the conversion on the engine?
The cosworth YB engine is based on the pinto block.
So engine mounts and bellhousing pattern are the same.
You should get the matching Getrag T5 gearbox to suit, though, and the propshaft will need shortening.
Not sure if the gearstick location will change - but that's an ally panel and a bit of carpet, maybe the gearbox mount will need to move but am not sure on this.
Definitely need a new exhaust manifold but that's inevitable regardless which replacement engine you pick.
I'm not 100% on clearances to steering column etc though. A careful measure-up before buying I suppose!
An alternative or two:
You might be able to get away with keeping the existing gearbox and prop if you fit a 2.0 Zetec engine. Conversion parts are available from one or two engine tuners - Dunnell spring to mind. Think it's clutch and release bearing, sump, distributor as a minimum. Very strong and well balanced engine as standard, very accurate machining tolerances (some tuners have reported no need to lighten and balance a stock engine, they're that good), you can buy them brand new from Ford for about £850 as I remember.
(The more recent Duratec engine has a different bellhousing pattern so that's not so easy to convert using a front engine / RWD transmission).
The Opel 2.0 16v engine is very strong and tuneable to over 200bhp on throttle bodies for far less than the cost of a good Cosworth N/A. Conversion parts are off the shelf, I think from a specialist GM engine tuner - SBD Tuning I think? Older technology but that's got its advantages of course!
The daddy of inline-4 conversions if you can find one is the Honda S2000 engine and 'box. 240bhp, variable valve timing, 9k rev limit and a 6-speed gearbox without any modifications, tuning, or bolt-ons. Need to wire in the entire front end wiring loom and retain the ECU but that's not impossible by any means. Worth a thought? Worth the end result, I'd say...
Hope that helps!
Thank you very much mate. It is much appreciated.
I have been thinking about a Zetec aswell, and from what you are writing it sounds very interesting.
The exhaust exits the opposite side on a Zetec, so you would end up with a hole doing nothing. The Duratec exits the same side though. I would have thought it would just as easy to fit a Duratec rather than a Zetec though, both Westfield and Caterham use Duratecs in their cars now, plus you get more power and a lighter engine.
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